Safety device.



J. N. WEIKLY.

SAFETY DEVICE.

APPLICATION mm AUG.14. 191a. RENEWED on. a. 1911.

1,265,845. Patented May 14, 1918.

3 SHEETSSHEET 1.

J. N. WEIKLY.

SAFETY DEVl'CE.

PPLICAHON FILED AUG 14. 1913 RENEWED OCT 3,191

Patented May14, 1918.

3 SHEETS-SHEET 2- J. N. WEIKLY.

SAFETY DEVICE. 193- RENEWE OCT- 3. 9H.

' Patented May14,1918.

3 SHEETS-SHEET 3.

JAMES N. WEIKLY, OF JERSEY CITY, NEW JERSEY.

SAFETY DEVICE.

Application filed August 14, 1913, Serial No. 784,685.

To all whom it may concern:

Be it known that 1, JAMES N. WVEIKLY, a citizen of the United States ofAmerica, residing at Jersey City, in the county of Hudson and State ofNew Jersey, have invented certain new and useful Improvements in SafetyDevices, of which the following is a specification.

My invention relates to systems using fluid pressure, particularlyrailway brakes, and their equipment and the equipment of motors ofvarious characters which employ fluid pressure to operate them or theirsafety devices or to maintain the pressure system equipment and itconsists partly in improved ways of using the devices of the system orsystems, and particularly in so arranging and combining the devices, old

and new as to automatically accomplish results not heretofore attained.

The invention involves, in part, the use of valves and other appliancesso devised and placed that malicious or accidental tampering with ormisplacing or deranging of the system, impairing its efficiency andendangering the safety of lives and property, cannot take place withoutfurnishing n0- tice thereof to those in the vicinity or those whoseattention should be attracted to the situation. Not only so, but theyprovide that in some systems, the derangement shall automatically applybrakes and keep them applied till the defect or misplacement is remediedand then resume normal condition ready to announce any subsequentderangement, having also kept guard in the interim and against anyincrease in the derangement.

It is in effect'a safety device and guards against the fallibility ofman.

The human factor cannot be eliminated from railroad work nor from manyother varieties of work, and it is upon the human element that we must,to some extent, depend, but my effort has been to provide a system sodevised, arranged and combined, that, as a whole, it efficiently aidsthe human element and leaves no avoidable avenue for mistake.

At times the voluminous duties of a locomotive engineer, during the rushand tumult of his motor, running at high speed, particularly at night,when the light is poo-r or absent and he must be watching ahead for thesignals and operating the levers and Specification of Letters Patent.

Patented May 14, 1918.

Renewed October 3, 1917. Serial No. 194,594.

other multifarious devices requiring his attention, confined in a narrowspace, and with the air pump out of sight and reach, are such that it isbeyond human powers to guard absolutely against the stopping of the pumpand the loss of air, and because of these conditions, accidentssometimes happen that with prior systems are practically unavoidable,but which could be avoided if the situations were known, and it is tothe task of making known and (in some cases) to the preventing ofmovement till the defeet is remedied, that I have given my at tention.

Sometimes a brake valve is inadvertently left on lap, which is worsethan having an angle cock turned on the tender, so I have provided forannouncing this also.

Each of my devices has its own important and automatic duty to perform,sometimes separately and sometimes in combination, but when properlyarranged as specified, they unitedly constitute a complete guardiansystem which will announce and substantially compel recognition of anydangerous condition.

Figure 1 is a view of two cars and a locomotive, the couplings of whichare provided with peculiar angle cocks embodying my invention. The cabof the locomotive is provided with a pump indicator and a guardianequipped with an annunciator, as well as other devices which are a partof the system.

Fig. 2 is a face view of one of the angle cocks, showing the parts inthe positions they occupy in service.

Fig. 3 is an end view of the angle cock of Fig. 2.

Fig. 4 is a view of an angle cock of the same general character, buthaving some additional features of value.

Fig. 5 is an end view of the device of Fig. 4.

' Fig. 6 is a side view of the plug of Fig. 2.

Fig. 7 is a cross sectional view of the plug and easing of the anglecock of Fig. 2.

Fig. 8 is a cross sectional view of the same device when the plug isturned about 85.

Fig. 9 is a similar view of said parts when the plug is turned a fullquarter.

Fig. 10 is a cross sectional view of an angle cock in which the channelsare cut in the casing.

Fig. 11 is a similar view of an angle cook from which the passage 30omitted, but in which the passage 27 is cut through to passage 29.

Fig. 12 is a cross sectional view of the angle cock of Figs. iand 5,which may be set so as to prevent the passage of any air through it.

Fig. 13 is a sectional view, on the same line as Fig. 12. of a. form ofangle cool: provided with an outer and an inner bleed, one of whichcloses in advance or the other.

Fig. 1a is sectional view of such a coclr, in which the two bleed portsare at different levels.

Fig. 15 is a sectional view or the two level bleed plug and casing.talren at the level of the upper bleed.

Fig. 16 is a side view 01": the plug of Figs. l i and 15. showing thepassages for the lower bleed.

Fig. 17 is a side view of the same plug, showing the passage for theupper bleed.

The devices shown are all a part and parcel 01": an air brake system forrailroad trains though i do not limit my claims to such an 'istallation.They consist in an indicator arranged to show every movement of the pumpwhich creates the needed air pressure. an annunciator and also an anglecool; so constructed and designed that it will bleed the train line whenit is turned. and so connected to an annunciator that such bleeding willbe announced to the operator or engineer, provided the devices areproperly designed. and assembled.

li ith such a system, thus arranged. the engineer is provided withchecks against the heretofore uncovered spaces in the chain of safety.

iis one step in that direction I provide a new angle cool: of mydevising. "it is located as usual at the end of the car and in the trainpipe of the air brake system.

It is so constructed as to bleed as soon as the plug is turned slightlyout of position and to bleed so freely, when further turned that thebrakes will be automatically applied.

T he bleeding is utilized to operate a signal in the cab and thus notifythe engineer that the plug of an angle cock is out or? proper positionand may also be utilized to give such a sign or warning to trainmen asto save time by immediately indicating the location of the defect.

This part of the system may be constructed in several ditierent ways. Iprefer the form shown in Figs. 1, 4., 5. 12, or 2. 3, G. 7, 8, T here isfirst. the casing 14; preferably large enough to accommodate a plugprovided with passages of a. capacity as great or greater than the pipeof tee train line. shown at 12.

This casing holds a large plug preferably tapered. and held in place oyflanged 'such that by the time it has turned say 20 essee-e cover 16threaded into the casing. llhe opposite end of the plug is reduced.squared and provided with a collar 1?, which is pivoted to the lever orhandle 18. and provided with a lever stop 19, and a downward projection20, which will take one or the other of: the stops 21, 22, 23, on thecasing. The lever 18 is apertured to embrace the collar 17, and providedwith a downwardly projecting stop 10. adapted to tare behind stop andthus lock the device in full service position, and another adapted totake behind stop 21 and lock the device when turned a full quarter.

li hen the lever 18 raised, it lifts stop 10 out of the locked positionand the lever may be swung to the right. the stops 20 and 21 preventingmovementin the other direction.

Stop 20, will also prevent the movement of the plug for more than theprescribed distance, since at that limit it will strike against stop 22and arrest the turning of the plug and then the lever may be depressedso that stop 11 will talre behind stop 21.

Stop 23 is provided to facilitate rapid operation. ll hen the lever 18is swung to cut 05d the air from the train side of the angle cock. thatmay be fully accomplished in the device of Figs. 1, 5. 12, before thehose side is fully closed. The contact of stops Q0 and announces thefact. Then the operator can. raise the lever so as to clear 28, swing itthe balance of the quarter and then force it down to the lockedposition.

This plug 15, is. as already stated, pierced with a passage way 2%.leading from the port 25, of the casing, (connected with one section ofthe train pipe.) to the port 26 of the casing, which connected to thenext section of the train pipe or hose.

The plug also has channels 27, 28, 29, cut in its face. in some forms)and a passage 30 cut from passage 2-11, to channel 2'? and the cas' 1gis provided with a passage way or port 31, leading entirely through theeasing. The channel is preferably quite narrow for a. short distance andthen spreads so as to give vent to a. considerably greater quantity ofair than is being supplied from the reservoir.

I prefer to cut it of such a length that the smaller end will begin toregister with passage 31. as soon as the plug has turned as much as 6.Then by properly forming and proportioning the stops 10, 21, 23. it willresult that as soon as the valve handle has turned so far that stop 10rides on the face of stop am; the handl can o longe return by avity toits locked t'on. th bleeding will begin. 1

The capacity of the hannel should he the opening will be suliicient topermit toe escape ofso much air as to lower the pressure in the trainpipes enough to result in applying the brakes and this it must beremembered involves not only the release of the air then in the trainpipe, but also of that which would flow therein from the reservoir.

Channel 28 is provided to permit the bleeding from the carside sectionof the train pipe, after the port of passage 24: has ceased to registerwith port 25 and I preferably make it long enough to continue suchbleeding till the plug has been turned about St".

Passage 30 and channel 27 are provided to permit the bleeding from thehose section to continue until the plug is turned more than 8% degrees(if form 12 is used), or until reversed and carried back to very nearlythe first position, if form 7 is used.

In form 12, passage 30 is set suificiently on one side to leave uncut awide enough part of the side face of the plug to entirely close port 31,but in form 2 it is otherwise set and channel 27, is long enough tocontinue the registry with port 31 during the remainder of the quarterturn of the plug, any interruption, by reason of the blank from the endof 2a to the end of 29, is easily prevented by widening 26 as shown.

The special purpose of the arrangement of Figs. at, 5, 12, is this.Sometimes the train pipe of a car gets out of order and it is desirableto place that car at the rear of the train and to shut off the air fromthat cars brake, but to leave it at full pressure in the train pipe andhose, up to the angle cock on that car. With this form of device thelever can be quickly swung a full quarter, thereby cutting off the carand at the same time leaving the train pipe, including the hose, up tothat cock, in running condition, because a full quarter cuts 011' alltransit through that plug. Then if that car breaks loose from the train,the parting of the hose would apply the brakes, on the train. This wouldnot occur if the preceding angle cock were closed, as it must be iftransit through the succeeding one can not be entirely out 0E.

Again it sometimes happens that a car is to be ,quickly shunted to asiding and it is desirable to leave the pressure on on that car topermit the train man to control it after it is cut oil, but at the sametime he desires to reduce the pressure in the hose, so that theuncoupling may be readily effected. Under those conditions, he quicklyswings the lever of the angle cock, on the car to be uncoupled, a fullquarter so as to shut off any escape of air from its train pipe. Then heswings the lever of the angle cock on the preceding car around for about80 (in this form) though the degree may be changed if desired. That willshut off air from its train pipe, but leave the bleed open from the hoseside, the engagement of stop 20 with stop 23, announcing to the trainman that thatpoint has been reached. An instants hesitation is thensulficient to exhaust the hose portion to atmospheric pressure, and thenthe train man can lift his lever over stop 23, complete the movement oflever 18 and force it down into the desired locked position, thusaccomplishing very easily all that he desires to do; If it be desirablethat the bleeding from the hose side of the cock be continued after thecar side is cut ofl, the form of Figs. 2, 3, 7, 8, 9, 10, 11, 13, lqmaybe employed, instead of the form just described. That form however doesnot permit the holding of the hose full when an adjacent car is cut out.

A further reason for desiring to continue the bleeding from the hose,beyond the car, after the car side is cut oii", is to lower the pressurein those sections of hose between the angle cock on one car and that onthe next car, to the normal atmospheric pressure, to prevent injury tothe train men, relieve the strain on the hose and its coupling, avoidinjury to the gaskets and to accomplish various other important ends.

At the same time, undue loss of air, such as would set the brakes,should be avoided when the cars are being legitimately coupled oruncoupled and for that reason I construct the plug so that when turned afull quarter it will not bleed from the side toward the car to which theangle cock is aflixed, that is, port 25.

I have shown 6 structures, having channelsin the plug, for accomplishingthe desired result. Fig. 10 shows one in which the necessary channelsare located in the shell instead of the plug, and Fig. 11 shows a formwhich dispenses with the passage 30, by constructing passage 29 (29 and27) so long that communication from it to port 26,'once initiated, isnot cut off till the plug is reversed. Of course one could be easilymade in which one or more channels were located in the plug and theremainder in the casing. Sometimes it is desirable that the bleedsshould be such as to more fully inform the train man of their character.To do this I arrange a double bleed, one outward and one inward.

In Fig. 13 they are shown on the same level. A passage 66, is providedon that side of the casing toward the nearest side of the car, bleed 31being on the other side. Then I out another passage 65, from passage asto the face of the plug, on the level of bleed 66, but about 6 distant.As soon as the plug is turned 6, the bleeds 66 and 81 give vent to theair. The length of the ports of 66 and 65 may be proportioned to givevent as long as desired and by regulating the length of passage 28, thegeneral bleed will be announced by air passing from 66,

as long as passages 28 and 25 are in registry. Then that ceases thetrain man knows that air from the car side is cut off and thecontinuance of the bleed from 31 announces that the bleed from the hoseside continues. It can be regulated by shorteningQ'T.

In the other double bleed device there is a bleed passage (38, leadingtoward the outside (as does passage 66) but on a different level frombleed 31. Then i provide a pas sage 67 leading from the main passage 2%,of the plug, up to the level of bleed port 68 and terminating in a port69, of suliicient size to open when the plug has turned but slightly andto remain open as long as port this open, (using or omitting passage 28as desired). N ow as soon as a bleed is started, the fluid will spurtout at both bleed ports, but when the train man turns the levertill itceases to spurt toward him, he will know that the cock is closed on thecar side. 31 is still open. if he holds the plug in that position tillno fluid issues from the other bleed. port 31, he will know thatpressure in the hose has decreased to that of the atmosphere and he canthen close the cock absolutely or not as his orders may direct andtheparticular form of device employed may permit, thatis, if 27, beshortened enough he may close it absolutely,if as long as shown, and theother partsas shown, he couldnot.

hat I claim as my invention and desire tosecure by Letters-Patent is 1.A valve analogous to an angle cock of a train line and composed of astationary part and a movable part, a through way in ach, adapted toregister one with the other,

said parts being provided with a plurality of vents, one of which opensat a different radial point from the other, and passages adapted. toregister with the ports of said vents at different intervals in themovementof the movable part.

A valve analogous to an angle cock of a train line and composed of astationary part and a movable part, through ways in, each adaptedtoregister one with the other, said parts being provided with aplurality. of vents, one of which opens at a different radial point fromthe other, and with passages adapted to register with the ports of saidvents at different intervals and in the movement ofthe movablepart andwith passages leading from the throughway to said first named passages.

A valve analogous to an angle cock of a train line and composed of astationary part and a movable part, through ways in each, adapted toregister one with the other, said parts being provided, with a pluralityof vents at different levels, one of which opens at a different radialpoint from the other, and with passages adapted to register withtheports of said vents at different intervals in the movement of themovable part.

"incense 4. An angle cock provided with a casing adapted to be connectedto the car section and to the hose section of a train line and providedwith a vent, a plug located in said casing and adapted to register withthe ports of the through way of the casing for a portion of the movementof said plug and a passage whose port is adapted to register with theport of said vent during a part of the period of registry of the throughway ports, the face of a part adjacent to the line of contact betweenthe plug and casing being provided with a channel which extends somedistance along said face, greater than. the port opening of the ventpassage.

5. irn angle cock composed of a plug and a casing provided with a ventopening directly to the open air and ports and passages, substantiallyas describechwhereby the vent opening is in registered connection withthe through way of the plug for more than half of the throw of saidplug, but closed again before the plug has moved a full throw.

(5. A valve analogous to an angle cock, composed of a plug and a casingprovided with a vent opening and ports and passages, substantially asdescribed, whereby the pas: sage of air through the plug frointhe trainpipe connection at one end to the train pipe connection at the other endis maintained from full service position till near the end of the fullthrow of the plug lever, but the passage which includes the casinginlet, the casing outlet and the vent, is closed at some point, beforethe throw of the plug is completed, all substantially as set forth.

7. A .valve analogous to an angle cock, composed of a plug and a casingprovided with an unobstructed vent opening and ports and passages inplug and casing, substantially as described, whereby the vent openingdirectly to the open air is in registered connection with the throughway of the plug for more than half ofv the throw of said plug, but thepassage which includes the casing inlet, the casing outlet and the vent,is closed at some point, beforethe throw of the plug is completed, allsubstantially as set forth.

8. A valve analogous to an angle cock, composed of a plug and a casingwith a vent opening and ports and passages in plug and easing,substantially as described, whereby both through ways in the casing fromthe train pipe connection at one endto the train pipe connection at theother end will remain in communication withthe through way in the plugfor more than half of thethrow of the plug, but the passage whichincludes the casing inlet. the casing outlet and the vent, closed atsome point, before the throw of the plug is completed, all substantiallyas set forth.

9. A valve analogous to an angle cook,

composed of a plug and a casing provided In testimony whereof, I havesigned my with a vent, a lever and stops, one of Which name to thisspecification in the presence of 10 is set as described whereby themoving part two subscribing witnesses, this 8th day of will make contactwith said stop when one August, 1913.

side of the casing is open and the other is JAMES N. WEIKLY. closed, butbefore the plug has reached the limit of its full throw, allsubstantially as set forth.

W'itnesses:

A. G. N. VERMILYA, MARGARET GAVIN.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

